Coupler centering draft gear

ABSTRACT

A draft gear for a railway car has an impact absorbing device mounted in a yoke to abut a pivotable coupler and provide coupler centering action, the magnitude of which increases as the draft gear moves toward its buff position. The yoke also has integral bracket portions for a retaining pin which holds in place a coupler pin on which the coupler pivots and a coupler carrier assembly which vertically supports the coupler in the yoke.

Sttes awthorne et a1.

COUPLER CENTERING DRAFT GEAR Inventors: Vaughn T. Hawthorne,

Mechanicsburg; Ronald H. Lundstrom, Dillsburg, both of Pa.

[73] Assignee: Keystone Industries, llnc., Chicago,

Filed: Oct. 26, 1971 Appl. No.: 192,279

us. (:1. 213/20, 213/67 1m. (:1. B61g 7/12 Field of Search 213/19, 20, 21, 43, 8,60,

References Cited UNITED STATES PATENTS 3,399,787 Zanow 213/69 Jan. 29, 1974 3,556,311 1/1971 Kinnecom.... 213/69 3,682,324 8/1972 Hawthorne 213/69 2,937,769 5/1960 Blattner 213/67 R 3,647,088 3/1972 Seay et al 213/67 R Primary Examiner Drayton E. Hoffman Attorney, Agent, or Firm-Albert W. Bicknell et al.

[ 5 7 ABSTRACT A draft gear for a railway car has an impact absorbing device mounted in a yoke to abut a pivotable coupler and provide coupler centering action, the magnitude of which increases as the draft gear moves toward its buff position. The yoke also has integral bracket portions for a retaining pin which holds in place a coupler pin on which the coupler pivots and a coupler carrier assembly which vertically supports the coupler in the yoke.

13 Claims, 6 Drawing Figures PME TH] JAN 2 91974 SHEET 1W3 NW wN N COUPLER CENTERING DRAFT GEAR This invention relates to railway car draft gear and more particularly to draft gear for mounting at an end of the railway car.

Such draft gear usually comprises an impact absorbing device which has one portion mounted securely to the railway car and a yoke slidably mounted in the railway car and carrying a coupler. Another portion of the impact absorbing device is secured to the yoke so that the impact on the coupler is transferred from the coupler to the yoke, then cushioned by the impact absorbing device, and finally the cushioned impact is transferred to the car.

On long cars, the couplers are pivotally mounted in their yokes to permit the cars to operate on standard radii curves. Unless kept centered, such couplers tend to become misaligned after being uncoupled on a curve and subsequent coupling is attempted, the couplers passing by each other. Also during various operating conditions encountered by a moving train of cars, particularly braking, it is desirable that the pivotable coupler be kept centered in the car, otherwise the eccentric loading on a coupler which is not centered could cause a derailment. Heretofore, various additional mechanisms are provided in the draft gear to center the coupler. These additional mechanisms increased the cost, weight and maintenance of the draft gear.

To overcome the above-mentioned disadvantages, the draft gear of the present invention comprises a coupler, yoke, and impact absorbing device including a return spring and is arrangedto utilize the force supplied by the return spring and also the resistance supplied by the impact absorbing portion of the impact absorbing device for centering the coupler. This construction results in a simpler, less expensive and more reliable draft gear. Further, the draft gear has the advantage of increased force for coupler centering while braking since during buff impact, the force exerted against the coupler increases as the coupler and impact device move to their buff positions.

Additional advantages have been provided by making the impactabsorbing device easily and slidably installable in an integral lip portion of the yoke thus permitting easy servicing and reduction of maintenance costs.

Also other portions are made or cast integral with the yoke to reduce manufacturing costs and to reduce maintenance. Integral bracket portions are provided on the yoke for holding a retaining pin'which holds in place the pin on which the coupler pivots. Further, the retaining pin is constructed to permit grit and dirt to fall out of rather'than accumulate in openings in the yoke and coupler for the coupler pin, thus reducing abrasion and wear.

In addition, a coupler carrier assembly is provided integral with the yoke to vertically support the coupler.

The primary object of the present invention is to provide a draft gear having coupler centering.

Another object of the present invention is to provide a draft gear which utilizes an impact absorbing device of the draft gear to center the coupler.

Still another object of the present invention is to provide a yoke for a draft gear having integral parts formed thereon for securing and carrying a coupler.

Yet another object of the present invention is to provide a coupler retaining means which is inexpensive and prevents accumulation of dirt and grit to reduce wearing of the coupler, yoke 'or retaining means.

These and other objects of the present invention will become apparent from the following description and accompanying drawings in which:

FIG. 1 is a plan view, with portions thereof broken away, of a draft gear embodying the present invention;

FIG. 2 is an enlarged sectional view taken along the line 22 of FIG. 1;

FIG. 3 is a sectional view taken along the line 33 of FIG. 2 showing a coupler in a centered position;

FIG. 4 is a view similar to FIG. 3 but showing the coupler in an angularly displaced position;

FIG. 5 is an enlarged sectional view taken along the line 55 of FIG. 2; and

FIG. 6 is an exploded perspective view of a portion of the draft gear shown in FIG. 1.

In FIG. 1 is shown a railway car draft gear 10 mounted in a center sill 12 of a railway car. The draft gear 10 includes a yoke 14 which is slidably mounted in the outer end of the sill 12, an impact absorbing device 16 mounted in the sill behind the yoke, and a coupler 18 secured to the outer end of the yoke 14. Im-

pacts received by the coupler 18 are transmitted to the yoke 14, then to the impact absorbing device 16, and eventually to the car sill 12.

In this instance, the sill 12 includes a channel-shaped extension 23 (FIG. 1) which is secured to the outer end of the car sill, the extension 23 having a top wall 24 (FIG. 5), side walls 26 and bottom flanges 28. At the outer and lower end of the sill 12 is a yoke carrier 32 which, in this instance, is bolted to the bottom flanges 28 by a plurality of bolts 34. The yoke carrier 32 has two horizontal portions 35 on which the yoke 14 may slide, the center portion 36 of the carrier having a U shape cut-out, indicated at 37, to permit portions of the yoke, hereinafter described, to pass therethrough.

The draft gear 10 of the present invention may utilize any suitable impact absorbing device, in this instance, the impact absorbing device 16 is of the hydraulic type and includes a hydraulic unit 38 and means 42 for returning the unit to its normal position after an impact has been absorbed. One type hydraulic unit suitable for use in the present invention is described in US. Pat. No. 3,682,324 and thus the hydraulic unit 38 will only be briefly described. The unit 38 comprises an outer reservoir housing 44 containing an internal cylinder member 46 (FIG. 1) which is closed at its ends by heads 48 and 52. A piston rod member 54 carries a piston 56 which slides in the cylinder 46, and the rod member 54 extends through the heads 48 and 52. The hydraulic unit 38 is removably located longitudinally in the car sill 12 between pairs of blocks 58 and 62 secured, as by welding, to the sill 12.

At the inner or rear of the device 16 is the means 42 which includes a spring rod 64 (FIG. 1) extending from the piston rod 54. On the spring rod 64 is secured a collar 66 which abuts one end of a spring 68. The other end of the spring abuts a bracket 67 secured to the car sill 12 so that the spring 68 urges the spring rod 64 and piston rod 54 assembly to a normal position, in this instance, toward the outer end of the sill 12.

As is shown in FIG. 2, the outer or right-hand end of the piston rod 54 has secured thereto an enlarged rod end element 74. The rod end 74 is generally square in cross-section transverse to the sill and has an opening 76 therein to receive the piston rod 54, the rod end 74 being welded to the piston rod 54.

As is shown in FIG. 6, the yoke 14 comprises a generally rectangular casting having at its bottom a pair of horizontally extending flanges 78 which slide on the yoke carrier 32 and beneath the lower ends 82 (FIG. of the stop blocks 88. The upper surface of the yoke carrier 32 and the lower surfaces of the yoke 14 have wear plates 84 secured thereto. On each side of the yoke 14 is located an integral projection 86 which can engage in one position, the outer end 87 (FIG. 3) of the blocks 62 or in another position, the inner end ofa pair of stop blocks 88 secured to the side walls 26 of the extension 23 of the sill 12 to limit the outward sliding movement of the yoke 14. The ends 87 of the blocks 62 extend longitudinally outwardly enough to prevent the yoke 14 from striking the hydraulic unit 38 when the yoke is in its inwardmost position, as shown in the dashed lines at 94 (FIG. 4).

The coupler 18 has a shank 96 which extends inwardly ino an opening 98 formed in the yoke 14. The coupler 18 and yoke 14 have vertical openings 102 and 104, respectively, which are adapted to receive a cylindrical coupler pin 106 on which the coupler pivots, the pin 106 being somewhat smaller in diameter than the openings 104. The yoke opening 104 is open at the bottom to permit any dirt or grit to fall therethrough and prevent the coupler pin 106 and coupler and yoke bearing surfaces of the openings 102 and 104 from being damaged.

The coupler pin 106 is held in place by a retaining pin 108. The retaining pin 108 is constructed to permit the above-mentioned dirt and grit to fall past rather than accumulate in the openings 102 and 104, and to this end extends completely across but is smaller in width than the opening 104, leaving a portion of that opening uncovered. The yoke 14 has at its bottom side, integral bracket portions 112 disposed on opposite sides of the yoke opening 104. In this instance, the bracket portions 112 are in longitudinal alignment with the sill 12. The bracket portions 112 have openings 114 therethrough for the retaining pin 108, the pin 108 and openings 114 being generally square in cross-section. As is shown in FIG. 2, after the coupler 18 is installed in the yoke 14, the coupler pin 106 is then pushed into the openings 102 and 104 in the coupler and yoke, and the retaining pin 108 is then slipped into the bracket portions 112 to hold the coupler pin 106 in place. The retaining pin 108 at one end has an enlarged head 116 which when installed abuts one ofthe bracket portions 112 and at the other end has a removable retaining, such as a two piece fastener 118, which when installed locks the retaining pin 108 in position by, in this instance, abutting the other bracket portion 112.

The bracket portion 112 and retainer pin 108 are spaced apart and extend longitudinally in the yoke 14 and the bracket portions 112 align with the U shaped cut-away 37 of the yoke carrier 32 so that the yoke 14 can slide in the yoke carrier 32.

As is shown in FIGS. 2, 3 and 4, the outer end of the yoke 14 is bell-shaped. as is indicated at 122, to permit the coupler 18 to pivot horizontally to either side of the car and, to a lesser extent. pivot vertically. The opening 102 in the coupler 18 is shaped to permit such slight vertical movement.

A coupler carrier assembly 124 comprising a support member 126 and spring 128 is provided in an integral forward extending portion 130 of the yoke 14. As is shown in FIGS. 2 and 3, the support 126 is generally trapazoidal and has a perpendicularly extending shaft 132 which is retained by a washer 138 in an opening 134 formed in the extending portion 130 of the yoke 14. The washer 138 is welded to the shaft 132. The spring 128 is located between the support 126 and the bottom of the opening 134 formed in the extending portion 130 of the yoke 14 and biases the support 126 upward to contact and support the bottom of the coupler 18, but permits the coupler 18 to move downward if necessary. The upper surface of the support 126 carries a wear plate 142. This arrangement has the advantage of limiting the relative movement between the coupler 18 and carrier assembly 124 to only sideward movement and, consequently, wear is reduced since both the coupler 18 and carrier assembly 124 move longitudinally together with the yoke 14. The coupler carrier 124 also slides through the cutaway 37 of the yoke carrier 32.

As is shown in FIGS. 2, 3 and 4, the rod end element 74 extends into an opening 144 in the rear or inner end of the yoke 14, the opening 144 intersecting the opening 98. The opening 144 has a lip 146 around the rear thereof on both sides and at the top but not at the bottom thereof. Thus, the rod end 74 may he slipped into or out of the opening 144 from the bottom and is retained in a longitudinal direction at one end by the lip 146 and at the other end by abutting the coupler 18, as hereinafter described. The rod end 74, though retained in the yoke 14, is still free to move in a longitudinal direction a small amount relative to the yoke so as to permit the coupler to pivot as will be described. To this end, the length of the opening 144 is greater than the thickness of the rod end 74 and a follower block 148 which is also located in the opening 144. The follower 148 is made in one piece and on one end has a slightly curved surface 152, on the opposite end has at its center a spherical bearing surface 154, and at its sides two sidewardly extending bearing surfaces 156. The spherical surface 154 extends into the sides of the block, as shown at 158 (FIG. 6) to permit the coupler 18 to pivot as hereinafter described. I

As is shown in FIG. 3, the rod end 74 and follower 148 are forced by the spring 68 of the impact device 16 against the inner end 162 of the coupler 18. The inner end 162 of the coupler 18 also has a spherical bearing surface 164 corresponding to that of the follower 148 and two sidewardly extending bearing portions 166. Each of the sidewardly extending portions 166 of the coupler are spaced away from the sidewardly extending portions 156 of the follower block 148 when the coupler is centered asshown in FIG. 3, this construction permitting the coupler 18 to pivot on the pin 106. When the coupler 18 is centered, all the force of the spring 68 is exerted on the spherical surface 154 and 164 of the follower and of the coupler, respectively.

When the coupler 18 is angularly deflected to one side as shown in FIG. 4, in this instance, the upper sidewardly extending portion 166 of the coupler 18 contacts the upper sidewardly extending portion 156 of the follower block 148 directly opposite it and causes the follower block 148, the rod end 74, piston rod member 54 and spring 68 to be displaced slightly to the rear. The lower sidewardly extending portion 166 of the coupler 18 and the lower sidewardly extending portion 156 of the follower block 148 move further apart.

'the impact absorbing device 16 is at or near its normal position. The spring loading increases slightly as angularity of the coupler 18 increases and, therefore, the turning moment exerted on the coupler also increases.

As was stated, the coupler centering action is desired for coupling cars on curves and when a train of cars are braking. Under the latter condition, the impact absorb ing device 16 of each car moves toward its buff position 94, and the spring 68 is further compressed, in this instance, to a loading of approximately 10,000 pounds at its full buff position, thus further increasing the turning moment exerted on the coupler 18. In addition, when the draft gear moved towards its buff position the impact absorbing portion, in this instance, the hydraulic unit 38, provides additional resistance over that provided by the spring 68 and, thus, further increases the centering moment exerted on the coupler. The additional moment provided by the hydraulic unit 38 may be several times greater than the moment provided by the spring during severe buff impact, and this addi tional moment increases with coupler impact. Thus, the coupler centering force increases when most needed, i.e., during'severe buff impacts accompanying braking.

It is apparent from the foregoing description that a novel draft gear construction having a yoke receiving a portion of the impact absorbing device in abutment with a coupler has been provided for centering the coupler. It is further apparent that the yoke has an integral coupler carrier assembly for supporting the coupler and integral retaining brackets for retaining a coupler pin on which the coupler is pivotably mounted.

While only one embodiment of the invention has been illustrated and described, it will be understood that modifications and variations thereof may be effected without departing-from the scope of the invention.

I claim;

1. A yoke for a railway car draft gear including an impact absorbing'device having'two relatively movable members, one of said members being secured to said car, return spring means for said device, a coupler, a coupler carrier assembly to support said coupler, a coupler pin on which said coupler pivots, and a retaining pin to secure said coupler pin in place, the improvement comprising a yoke having a unitary cast body with a longitudinal opening therethrough, said opening at its outer end being adapted to receive a shank of said coupler and at its inner end being adapted to removably receive and longitudinally retain the other of said members of said impact absorbing device in said yoke, said opening permitting said return spring means to bias openings therein for slidably receiving said retaining pin.

2. A draft gear for a railway car, comprising an impact absorbing device having relatively movable piston rod and cylinder members, one of said members being secured in fixed relation to said car, a yoke slidably mounted in said car, the other of said members being connected to and slidable relative to said yoke, a coupler pivotally mounted in said yoke, the other of said members operatively abutting said coupler, and return spring means acting directly on the other of said members and forcing the other of said members toward said coupler, said return spring means forcing the other of said members to center said coupler.

3. A draft gear as in claim 2, wherein said other member comprises said piston rod and carries an enlarged end element, said yoke having an enlarged opening at the rear end thereof for receiving said end element, said yoke having a lip around the rear of said enlarged opening on at least two sides thereof, said end element being slidable in said enlarged opening and retained in said yoke in a longitudinal direction by said lip.

4. A draft gear as in claim 3, further comprising a follower slidable in said enlarged opening of said yoke, said follower being disposed between said coupler and said end element.

5. A draft gear as in claim 2, wherein said coupler has a shank with two sidewardly extending portions and the other of said members operatively abuts one of said extending portions only when said coupler pivots in one direction and abuts the other of said extending portions only when said coupler pivots in the other direction, whereby said other member centers said coupler in said car.

6. A draft gear as in claim 5, further comprising a fol- .lower slidable in said yoke and disposed between said other member and said coupler, said follower and said coupler having spherical bearing surfaces at their centers and sidewardly extending bearing surfaces on either side of said spherical surfaces, said spherical surfaces always being in contact and the sidewardly extending surfaces on one side or the other side being in contact only when said coupler pivots in one or the other direction to center said coupler in said car.

' 7. A draft gear as in claim 5, wherein said one member comprises said cylinder and said other member comprises said piston rod, said piston rod carrying a piston and being slidable in said cylinder, said return spring means directly engaging said piston rod and forcing an end of said piston rod into operative abutment with said shank of said coupler.

8. A draft gear for a railway car, comprising a yoke slidably mounted in said car, a movable member longitudinally slidable in said yoke, impact absorbing means including a return spring having one end fixed relative to the car and the other end directly engaging said movable member, a coupler pivotally mounted in said yoke, said yoke having an opening therethrough, said movable member operatively abutting said coupler, said return spring of said impact absorbing means forcing said movable member through said opening toward said coupler, said return spring forcing said movable member to center said coupler.

9. A draft gear as in claim 8, wherein said movable member includes a follower, said follower and said coupler having center surfaces contacting each other and spaced apart sidewardly extending portions on either side of said center surfaces, said sidewardly portions on one or the other side contacting only when said coupler is angularly displaced from its center position to one or the other side.

10. A draft gear as in claim 8, wherein said impact absorbing device includes a hydraulic unit having a normal position and a buff position and said return spring returns said hydraulic unit to its normal position.

11. A draft gear as in claim 10, wherein said return spring forces said movable member toward said coupler and said hydraulic unit resists movement of said movable member, said return spring and said hydraulic unit each providing coupler centering which increases as said return spring and said hydraulic unit move to their buff positions.

12. A draft gear as in claim 10, wherein said hydraulic unit includes a cylinder member and a rod member having a piston mounted thereon, said piston being slidable in said cylinder, said movable member comprising said rod member, said cylinder member being secured to said car.

13. A draft gear for a railway car, comprising an impact absorbing device having a cylinder member and a relatively movable piston rod member, one of said members being in fixed relation and the other member being in movable relation to said car, a yoke slidably mounted in said car, a coupler pivotally connected to said yoke, said other member having a connection to said yoke to receive and absorb buff impacts from said yoke and coupler, said other member also engaging said coupler to pivot the coupler toward a centered position when the coupler has pivoted from its centered position, and a return spring directly connected to said other member and urging said yoke toward its neutral position and also urging the coupler toward its centered position. 

1. A yoke for a railway car draft gear including an impact absorbing device having two relatively movable members, one of said members being secured to said car, return spring means for said device, a coupler, a coupler carrier assembly to support said coupler, a coupler pin on which said coupler pivots, and a retaining pin to secure said coupler pin in place, the improvement comprising a yoke having a unitary cast body with a longitudinal opening therethrough, said opening at its outer end being adapted to receive a shank of said coupler and at its inner end being adapted to removably receive and longitudinally retain the other of said members of said impact absorbing device in said yoke, said opening permitting said return spring means to bias said other member of said impact absorbing device into engagement with said coupler to center said coupler on said railway car, said yoke having an integral extending portion at its outer end for mounting said coupler carrier assembly to vertically support said coupler, said yoke having a vertical opening adapted to receive a coupler pin, said yoke having a pair of integral bracket portions disposed on opposite sides of and beneath said coupler pin opening, said bracket portions having openings therein for slidably receiving said retaining pin.
 2. A draft gear for a railway car, comprising an impact absorbing device having relatively movable piston rod and cylinder members, one of said members being secured in fixed relation to said car, a yoke slidably mounted in said car, the other of said members being connected to and slidable relative to said yoke, a coupler pivotally mounted in said yoke, the other of said members operatively abutting said coupler, and return spring means acting directly on the other of said members and forcing the other of said members toward said coupler, said return spring means forcing the other of said members to center said coupler.
 3. A draft gear as in claim 2, wherein said other member comprises said piston rod and carries an enlarged end element, said yoke having an enlarged opening at the rear end thereof for receiving said end element, said yoke having a lip around the rear of said enlarged opening on at least two sides thereof, said end element being slidable in said enlarged opening and retained in said yoke in a longitudinal direction by said lip.
 4. A draft gear as in claim 3, further comprising a follower slidable in said enlarged opening of said yoke, said follower being disposed between said coupler and said end element.
 5. A draft gear as in claim 2, wherein said coupler has a shank with two sidewardly extending portions and the other of said members operatively abuts one of said extending portions only when said coupler pivots in one direction and abuts the other of said extending portions only when said coupleR pivots in the other direction, whereby said other member centers said coupler in said car.
 6. A draft gear as in claim 5, further comprising a follower slidable in said yoke and disposed between said other member and said coupler, said follower and said coupler having spherical bearing surfaces at their centers and sidewardly extending bearing surfaces on either side of said spherical surfaces, said spherical surfaces always being in contact and the sidewardly extending surfaces on one side or the other side being in contact only when said coupler pivots in one or the other direction to center said coupler in said car.
 7. A draft gear as in claim 5, wherein said one member comprises said cylinder and said other member comprises said piston rod, said piston rod carrying a piston and being slidable in said cylinder, said return spring means directly engaging said piston rod and forcing an end of said piston rod into operative abutment with said shank of said coupler.
 8. A draft gear for a railway car, comprising a yoke slidably mounted in said car, a movable member longitudinally slidable in said yoke, impact absorbing means including a return spring having one end fixed relative to the car and the other end directly engaging said movable member, a coupler pivotally mounted in said yoke, said yoke having an opening therethrough, said movable member operatively abutting said coupler, said return spring of said impact absorbing means forcing said movable member through said opening toward said coupler, said return spring forcing said movable member to center said coupler.
 9. A draft gear as in claim 8, wherein said movable member includes a follower, said follower and said coupler having center surfaces contacting each other and spaced apart sidewardly extending portions on either side of said center surfaces, said sidewardly portions on one or the other side contacting only when said coupler is angularly displaced from its center position to one or the other side.
 10. A draft gear as in claim 8, wherein said impact absorbing device includes a hydraulic unit having a normal position and a buff position and said return spring returns said hydraulic unit to its normal position.
 11. A draft gear as in claim 10, wherein said return spring forces said movable member toward said coupler and said hydraulic unit resists movement of said movable member, said return spring and said hydraulic unit each providing coupler centering which increases as said return spring and said hydraulic unit move to their buff positions.
 12. A draft gear as in claim 10, wherein said hydraulic unit includes a cylinder member and a rod member having a piston mounted thereon, said piston being slidable in said cylinder, said movable member comprising said rod member, said cylinder member being secured to said car.
 13. A draft gear for a railway car, comprising an impact absorbing device having a cylinder member and a relatively movable piston rod member, one of said members being in fixed relation and the other member being in movable relation to said car, a yoke slidably mounted in said car, a coupler pivotally connected to said yoke, said other member having a connection to said yoke to receive and absorb buff impacts from said yoke and coupler, said other member also engaging said coupler to pivot the coupler toward a centered position when the coupler has pivoted from its centered position, and a return spring directly connected to said other member and urging said yoke toward its neutral position and also urging the coupler toward its centered position. 